Fuel system having fuel pressure regulators



4, 1942- D. SAMIRAN 2,291,653

FUEL SYSTEM HAVING A FUEL PRESSURE REGULATOR Original Filed March 13, 1939, 2 Sheets-Sheet l Aug. 4, 1942.

FUEL SYSTEM HAV D. SAMIRAN I 2,291,653

ING A FUEL PRESSURE REGULATOR 2 Sheets-Sheet 2 -0riginal Filed March 13, 1939 Patented Aug. '4, 1942 UNITED FSTATESFI PATENT ori-ice mares:

roan SYSTEM nsvma FUEL massuaa imam-roles David Samiram Fairfield, on

Original application 261,542. Divided and March s, 1939, Serial No. this application August 1:, 1940, Serial No. 352,426-

9 c aim (or. 123-419 amended'Apr-il 30,

The invention described herein may be mm 1 factured and-used by or forthe Governmentfor" governmental purposes without the payment to me of any royalty thereon. l U

The present invention relates in general to fuel systems provided with a plurality fof separate fuel sources in which the contents of fuel 1 containers representative of such fuel sources areautomatically connectedin predeterminedorder T to a source of fuel consumption, the present application being a division of my copending ap-.

plication, Serial No. 261,542.

under the .aof has. a, 1883, as

.purposebf maintaining a substantially constant outlet pressure in the pump, the pressure responsive means responding to the fuel pressure in-such manner as to move the valve toward closed position upon a drop of fuel pressure as caused by 'a faltering fuel supply to the fuel pump,- thereby automatically permitting fuel pressure build-up on the outlet side of the pump to compensate for the failing fuel supply, the .pressure responsive means being modified in its action by either atmospheric or supercharger pressure so as to produce a substantially even fuel One object of the presentinvention is to-provide in a fuel system of the general.character ,just mentioned, a fuel pressure regulator which is so designed and associated with the fuelsystern that it effects emcient operation "thereof,

particularly when a selector valve of the fuel system is approaching port alignment position and the supply of fuel to the fuel pump is therefore restricted, the fuel pressure regulator being comparatively simple and inexpensive from a manufacturing standpoint.

A further object is to provide the fuel pressure regulator with pressure responsive means connected with atmosphere so as to be respon-- ,sive' to variations in atmospheric pressure, as

when the fuel system is used in connection with an airplane operating at different altitudes or, in the event that the airplane engine is provided supply for the airplane engine, regardless of the altitude at which the engine operates.

The objects above mentioned and certain other objects and advantages of my present invention will become apparent from the following specification, including the accompanying drawings, it being clearly understood that they are by way of illustra ion only.and are notto be taken as in any manner limiting the scope or spirit of my invention. On the contrary, the scope and spirit thereof are to be limited only by the prior art 1 and by the terms of the appended claims.

Referring in detail to the drawings, wherein likereference characters designate similar parts throughout the several .viewswith a supercharger, then the pressure responsive switch and the fuel pressure regulator having supercharger connections for compensating the action of the fuel pressure regulator and 'the fuel pressure switch in accordance with the operation of the supercharger. V Still another object is to provide a fuel pressure regulator having a valve member which is resiliently closed and in which pressurev responsive means acting in response to fuel pressure built up in the fuel pressure regulator opens'the valve and thereby permits sufficient fuel to bypass back to the intake of the pump for the Figure 1 isa diagrammatic representation of a fuel system embodying my invention and including my fuel pressure regulator;

Figure 1a is a diagrammatic view of afuel pressureswitch of Figure 1 showing it in a different control position;

Figure lb is a similar diagrammatic view showing a further control position; i

Figure 1c is a view of a fuel pressure regulator of Figure 1 showing a valve associated therewith in a difierent position;

Figure 2 is an enlarged vertical sectional view through the fuel pressure regulator of Figure 1;

Figure 3 -is a similarsectional view through a modified form of the regulator;

, Figure 4. is a further enlarged sectional view througha' fuel pressureregulator of the type shown in Figure 2 and illustrating certain mechanical refinements therein, and

Figure 5 is a sectionalview on the line 5-5 of Figure 4.

On the drawings of this invention, I, have shown a fuel system for the purpose of illustrating the environment for a fuel pressure regulator r of the type which will be herein specifically described. In such a system, three fuel tanks I, 2 and {may be provided, although obviously a greater or less number may be used without in tively. The shaft of the pump I4 is indicated at I6, such shaft being suitably driven from the airplane engine. The wobble pump I5 is operated manually by a lever ll.

The outlet of the pump it is connected by a pipe it to a switch pressure regulator IS. The outlet of the regulator l9 and the wobble pump l5 are connected by pipes 26 and 2i, respectively, to a cross 22. Fuel from the cross 22 flows through a fuel pipe 23 to an air-vapor eliminator 24. From the air-vapor eliminator a fuel supply pipe 25 extends to a fuel injector or carburetor 26. Fuel in excess of the requirements of the injector 26 is fed through a pipe 21 from the cross 22 to a fuel pressure regulator indicated generally at R. The intake of the regulator R is indicated at 28 and a by-pass outlet is provided for the regulator at 29. The outlet 29 is connected by a pipe 20 to the cross I0.

The air-vapor eliminator 24 has an air-vapor connection at 3| back to one of the fuel tanks,

such as 3, above the level of fuel therein. The purpose of this connection is to return any condensed fuel in the eliminated air and vapor to the fuel supply- The air-vapor eliminator 24 and the switch pressure regulator I9 are fully disclosed in my copending application, Serial No. 335,646, filed May 16, 1940, and Patent No. 2,275,472, dated March 10, 1942, respectively. Briefly, the regulator l9 permits passage of fuel at various rates from the pipe It to the pipe 20,

and at the same time pressure at a substantially constant value is transmitted through a conduit 32 to a fuel pressure switch indicated generally at S. Whenever air instead of fuel is passed through the pressure regulator, the pressure in the conduit drops to an operative value for the switches.

The pressure regulator serves to prevent the maintenance or increase in pressure in the pressure switch during such time when the pump is operating and fuel is not being delivered to the carburetor through the pressure regulator by permitting any air flow from the pump to pass freely through the pressure regulator. The pressure regulator, however, serves to increase the pressure abruptly, as fuel begins to flow through it, which in turnprovides rapid action of the pressure regulator, thereby causing the pressure switch to break the selector valve operating circuit while the selector valve is positioned in full registration with the outlet of the fuel tank.

Returning now to-the specific structure of the selector valve 4, a suitable housing is provided with 'three 90 spaced inlets 33, 34 and 35 receiving the discharge ends of the pipes 5, 6 and 1,

respectively. Within the casing of the selector v valve 4 a truncated conical cavity is provided which receives a cork-faced tapered valve plug 36. The cork facing is indicated at 31. The valve plug 36 is provided with an L-shaped passageway 38 having a short end communicating with the pipe 8 and located coaxially with the valve plug. The L-shaped passageway 38 has a long end disposed normal to the axis of the valve plug such that it may be successively registered with the intake bosses 33, 34 and 85.

For rotating the valve plug 36, I provide a short shaft 39. An extension shaft 4, coupled to the shaft 39 by a coupling sleeve 4! and suitable drive pins, extends rotatably through a control panel 42. A control handle 43 is fixed to the shaft 46 and is provided with a pointer 44 to cooperate with indicia, such as No. l, No.12, No'. 3" and off", indicating that the selector valve connects the fuel pumping system with any tank I, 2 or 3 or with none of them.

For effecting automatic rotation of the extension shaft 40 and thereby changing the position of the selector valve 4 without attention on the part of the operator, a solenoid operated ratchet mechanism may be provided. The mechanism may consistof a ratchet wheel 45 secured to the shaft 40 and adapted to be rotated in 'one direction by a pawl 46. The pawl 46 is pivoted to a core operated plunger 41 which in turn is connected with a slidable solenoid core 48. The core 46 is arranged n a solenoid coil 49 so that whenever the solen id coil is energized the core 48 and the pawl 46 are propelled in a right hand direction for engaging a tooth of the ratchet wheel 45 and thereby imparting clockwise rotation thereto throughout a distance of one tooth. The core 48 is'spring returned as by a spring 50, so that when the coil is de-energized the coil 46 will be pulled backwardly and will drop behind the next tooth of the ratchet wheel.

From the constructions of the parts just described, it will be obvious that energization of the solenoid will cause a single tooth advancement of the ratchet wheel. It is desirable, however, that the ratchet wheel rotate 90 in order to shift the L-shaped passageway 38 from one inlet of the selector valve 4 to the next one as, for instance, from the inlet 33 to the inlet 34. To accomplish this result, I connect a toggle switch 5| in series with the solenoid coil 49 and operate the toggle switch by locating its operating lever 52 between a pair of projections 53 on the plunger 41. Accordingly, when the solenoid is enersized it will advance the ratchet wheel one tooth and in so doing will swing the lever 52 of the toggle switch 5| to "ofi position, so that the spring.

50 will return the pawl 46. The return of the pawl effects return of the toggle switch ii to the on position, so that there will be another energization of the solenoid coil, and such cycle will be repeated so long as current is supplied through the switch 5| to the solenoid. The supply of current, however, is automatic and is usually "cut off on the quarter turn, as will hereinafter appear.

Also affixed to the extension shaft 40 is a conchamber 56. The pressure in the bellows chamher 56 is increased and decreased by pressure in the conduit 32 which, it will be noted, is in communication with the-chamber. This is the condnit that extends from the pressure outlet side .of the switch pressure regulator i ii.

A switch carriage consisting of carriage bars 51- and 58 connected together by slidably mounted tie rods 58 is adapted to be actuated by the bellows 55 through the medium of a stein 88. A spring 8| interposed between the bellows chamber 56 and the carriage bar 58 tends to lift the switch carriage and keep it in engagement with-the stem 60. A roller 62 is carriedbya two-part spring extended telescoping switch arm 53 pivoted to cars 54a carried by the carriage 1 bar 51. The roller 82 is adapted at times to bridge contacts 64 and 85; as shown for instance in Figures la-and lb. The left end of the contact 84 is a V or knife edge to coact with 'the roller 62 and retain the switch S in either open or closed position when once it has been shifted to either of said positions.

The switch arm 63 is adapted to be engaged at times by a stationary stud 86, as shown in Figure la. The switch arm 83 has a cam lobe 61 with which the cam lobes 54a, 54b and 540 are adapted to coact successively during the automatic operation of tlie selector valve.

The fuel pressure responsive switch S further includes a compensating bellows 68. A super-' charger connection 68 communicates therewith.

The fuel system. shown inFigure 1 includes a supercharger 10 consisting 'illustratively of a housing and the usual blower blades II. The housing has an outlet 12 for air under supercharging pressure to the intake of the engine. The supercharger l may'of course be driven in any suitable-manner, such as by a turbine wheel I3 acted upon by exhaust gases discharged through blades I4 from an exhaust pipe 15. .The exhaust pipe I5 conducts the exhaust gases from the engine, some of which may be permitted to escape through a by-pass I6 if there are exhaust gases in excess of the requirements for operating the supercharger. The by-pass 16 includes a butterfly valve 11 to regulate the amount of ex-- haust gases by-passed and the butterfly valve is usually controlled automatically, so as to increase the supercharger pressure above ambient atmos-- pheric pressure which of course decreases with a gain in altitude. The regulation is usually such that the air under supercharged pressure from the discharge pip 12 remains substantially at 84 of the switch S. Current is also supplied irom the terminal 88 through a wire 88 to an indicator light 80. The contact 85 of the switch B is connected by a wire 8| .to the control terminal 85. It is accordingly obvious that whenever the roller 82 bridges thecontacts and 85,

current will be supplied from the positive side of the battery I8 through elements 81, 83, 88,

i4, 82, 55 and 8| to the control terminal 85.

From the control terminal the current divides,

so that part goes through a wire 82 'to a test switch' 88 of the indicator light 80 and to an electric bulb 84 thereof. The current to the bulb then returns through a wire .85 to the negative terminal 84 and from there to the negative side of thebattery. Thus, closure of the switch 8 automatically energizes the bulb 84.

Any time the operator desires to test the indicator light, a push rod 88 may be depressed for closing the test switch 83 which is connected directly across the positive and negative terminals 83 and 84 of the terminal panel 82, with the bulb 84 in series with the test switch.

Closure of the switch S also causes current from the control terminal 85 to flow through a wire 81 to a relay coil 88, returning by wayoi a wire '89 to thenegative terminal 84. Energization of the relay coil 88 causes it to attract an armature I00 of the relay, thus closing the contacts I'0I ofthe relay. Current from the positive terminal 83 is supplied through a wire I02 to the contacts- IOI, from which it flows through a wire I08 to a selector switch I04. Theselector switch.l04 is connected by a wire I05 with the toggle switch 5|, which in turn is connected by a wire I08 with the solenoid coil 48. The return circuit from the solenoid 49 is through a wire I0I to the negative terminal 84.

From the explanation of the parts just referred to, it is obvious that closure of the switch S, in addition to operating the indicator light 80,

operates the solenoid 49 through the'medium ,of

the relay R, whereupon the solenoid in conjunction with thetoggle switch 5| produces step by sea level pressure, regardless of what altitude the airplane attains. The supercharger connection 89 'is connected directly into the pipe'12, so that the interior of the bellows 88 is subjected to the supercharger pressure.

the switch S. A source of current is provided, such as a battery 18s An ignition switch for the engine is indicated at I8: The switch I8 is connected by a wire 80 to the. negative side of the battery I8 :and a wire 8| extends to the ignition system of the engine in the usual manner. A terminal panel 82 is provided on which is mounted a positive terminal .83, a negative terminal 84 and a control terminal 85. The negative terminal 84 is connected with the ignition switch 18 by a wire 88, so that current is supplied to the terminal panel 82 only when the ignition system is in operation. A wiring arrangement of this character renders the selector valve operating mechanism inoperative any time the engine is not in operation.

has been moved from the position of Figure 1a The positive terminal of the battery I8 is con nected by a wire 81 with the'positive terminal 88 or the terminal panel. Current is supplied from step rotation of the ratchet wheel 45 as already described.

Rotation oi the ratchet wheel also rotates the 5 control disc 54, the cams 54a, 84b and 540, of

which so cooperate with the switch S that they open the switch at the completion of a quarter turn of the selector valve 4 providing the switchto the position of Figure 1b as a; result of fuel pressure build-up in the bellows chamber 58 be fore the selector valve reaches port. alignment position.

' The fuel pressure regulator R; as shown in detail in Figure 2, consists of a housing I08 having its inlet 28 horizontally arranged to receive the pipe 21 and its outlet 28 vertically arranged to receive the pipe 80. A combination by-pass .outlet and valve seat is provided at I08. Nor- 'mally closed against the seat I09 is a valve'plug H0. The valve plug H0 is carried by the lower closed head of a pressure responsive bellows III.

to a closure. head II2 on the housing I08.

A spring 8. is interposed between the valve plug III-and aspringadjusting screw H4. The screw H4 is threaded in the head II: and suitably packed as at Hi to prevent undesirable leakage. A knurled knob H8 is provided for convenience in adiusting the screw H4 and therebythetensionofthespring III.

A port I" is provided in'the head l I2 in com- The upper end of the bellows is sealed relative munication with the interior of the bellows III. A supercharger connection IIIB enters the port and extends, as in Figure 1, to a valve 9. The valve IIII has a connection at I20 with atmosphere and a connection I2I with the discharge of the supercharger I0.

In Figure 3, I show astructural modification of the fuel pressure regulator of Figure 2. Certain parts are similar and I have accordingly given them the same reference numerals with the addition of the distinguishing characteristic a. The bellows Illa has its interior, insteadof its exterior, responsive to fuel pressure from the pipe 21. The spring H3 is arranged tandem to the bellows Illa instead of within it as in Figure 2. The incoming fuel from the pipe 21 impinges the end of the valve plug IIOa instead of flowing in the opposite direction, as in Figure 2. In both forms of the regulator, however, fuel pressure acts upon the bellows so that an increase in pressure tends to open the valve and an increase in pressure from the superchargerconnection I I3 or I Ila tends to close it.

In Figure 4, I show a further and more elaborate modification'having some parts similar to Figure 2 and bearing the same reference numerals with the addition of b. In addition to the showing in Figure 2, the lower head of the bellows IIIb has a peripheral flange I22 guided in a tubular guide member I23. The guide member I23 has a flange I24 for supportingvit interposed between the housing I08b and the head ll2b. The spring vI I3b has associated therewith an adjusting nut I25. The nut I25 is vertically slidable and non-rotatable within a sleeve I26 depending from the head II2b and having opposite slots I21 receiving arms I28 extended'from the periphery of the nut I25. The nut I25 has threaded therein a stem I23 provided with an enlarged part I30 and a reduced part I 3I. The part I30 is journaled in a bearing I32 in the head II2b. The part I30 extends through a cover plate I32 and has secured thereto an operating knob I33. Whenever the knob I33 is rotated, the threaded rod I29 is likewise rotated for changing the adjustment of the spring ll3b.

For indicating the degree of adjustment of the spring, I provide an indicating dial I34 rotatable on the stem portion l3l of the adjusting screw. The dial I34 is provided with suitable indicia which may be read through an opening I35 01 the cover plate I32. The dial I34 has secured thereto a gear I36 with which an idler pinion I31 meshes. The pinion I31 is fixed to an idler gear I30 and the idler pinion and idler ear are rotatable on a stud I39 extending from the head II2b. The idler gear I30 in turn meshes with a pinion m secured to the adjusting stem m. This arrangement effects a geared-down rotation of the indicating dial I34 with relation to the rotation of the adjusting rod I23.

Practical operation In the operation of my fuel system, starting with the parts assuming the position shown in Figure 1, a drop in fuel pressure in the conduit 32 will result from the fuel tank I becoming empty and thereby the pump. I4 running outof fuel. The tanks 2 and however, are full, as indicated by the liquid level lines 20 and 2b, respectively. Pressure is still up in the bellows chamber 55 of the switch S in Figure 1, but when the fuel pressure fails then the spring BI will move the carriage 51-58-59 upwardly to with the inlet 34.

' to permit the cam lobe 54b the position of Figure la, thereby causing the extension 66 to engage the switch arm 53 and move it to circuitgclosing position. Accordingly, the.roller 62 has passed across the knife edge of the contact 64 and bridged it with relation to the contact 65. The circuit is now closed through the switch S, thereby effecting energization of the indicator light and the relay R. The solenoid 43 under control of the relay is accordingly energized and the rotation of the ratchet wheel 45 will commence.

While the lobe 54a of the control disc 54 is rotating a quarter turn clockwise, the cam lobe 54b-is coming up to a position of alignment with the switch arm cam lobe 51, as shown in Figure lb. When the L-shaped passageway 38 of the selector valve 44 begins to register with the inlet 34, the pump I4 will start to pump fuel from the tank 2 to the fuel injector 26. Accordingly, the fuel pressure will be built up in the switch pressure regulator I9 and the pipe 32 and consequently in the bellows housing 55 of the switch S. Y

This will result in the pressure of the fuel forcing the bellows 55 to collapse against the action of the spring 6|, thereby moving the switch carriage from the position of Figure 1a to the position of Figure 1b. Such movement downward of the carriage will occur prior to registry of the cam lobe 54b with the cam lobe BLWhen the quarter turn is completed (just after further rotation of the control disc 54 from the position of Figure 1b to the position assumed by the cam lobe 54a in Figure 1), the cam lobe 54b will engage the cam lobe 61, and open the switch to the Figure 1 position. This break; the circuit at the switch and thereby deenergizes the control terminal 85, which deenergizes the indicator light and lie-energizes the relay which in turn de-energizes the solenoid 43. Accordingly the ratchet wheel 45 will stop at the proper position with the L-shaped passageway of the selector valve If it so happens that the fuel tank 2 is empty, then of course the fuel pressure will not be built up in the pipe 32 to move the switch carriage from the position of Figure 1a to the position in Figure 1b, with the result that the switch S will remain closed in the position of Figure 1 to withouto ning the switch. subsequently fiii e cam lobe lc will open the switch when the L-shaped passageway 38 i in registry with the intake 35 of the fuel tank 3. Thus the selector valve automatically changes from an emptied tank to a tank in selector valve order having fuel therein.

Due to the ratchet and pawl mechanism 4545, the selector valve can be manually moved clockwise by the control lever 43 to connect with any desired fuel tank. If at any time the operator wishes to render the automatic selector valve operating mechanism inoperative, he can do so by opening the selector switch I04.

The spring 5| of the switch'5 may be set at the desired value for proper closing of the switch S on downward shifting of the switch carriage, as in Figure 1b, in accordance with the desired low and high fuel pressures effective in the cavity in exact registry continues to gain altitude. Air pressure against the inside of the bellows-55, however, steadily decreases. It naturally follows that the aforesaid decrease in air pressure tends to collapse the bellows 55.

Should only the spring 6| resist the aforesaid collapse of the bellows 55, premature downward movement of the switch carriage would result. To prevent such premature movement, the bellows 68 is directly fluid-connected through the pipe 69 with the induction system of the supercharged engine, as by .connection into the pres- 1 sure supply pipe 12 thereof. This effects complete compensation for the fuel pressure increase above mentioned. Such compensation is a result of the supercharger maintaining a substantially constant pressure (for instance, sea level pressure) on the air supplied to the engine, regardles of the altitude to which the airplane ascends. Accordingly, by having the connection a at 69, the constant air pressure supplied by the supercharger will also maintain a substantially constant pressure inside the bellows 68. This results in a tendency to produce upward movement of the switch carriage, whereas the reduced ambient pressure acting inside the bellows 55, as above pointed out, tends to produce downward movement thereof. Accordingly, constant fuel pressure within the bellows housing 56 surround-' ing the bellows '55 and constant supercharger pressure within the bellows 68 balance each other to prevent movement ofv the switch carriage as long as fuel is supplied to the fuel pump. Ambient airpressure tending to collapse-the bellows 55 and expand the bellows 68 causes a further balance, resulting in the desired compensation. The result is that movement of the switch carriage is accurately in response to changes in the fuel pressure to give the desired operation to the switch, which in order to operate the selector valve properly must respond to fuel pressure failure as reflected in a drop of fuel pressure when the pump runs out of fuel.

Before proceeding with a description of the operation of the fuel pressure regulators of 'Figures 2,3 and 4, I wish to point out limitations in many existing fuel delivery systems. Most fuel pressure. regulators are of the conventional "ball and spring type, or equivalent, such devices being commonly termed pressure relief valves, and connected between the outlet and the inlet sides of the fuel pump. Assuming an aircraft having its fuel tanks located well below the level of the fuel'strainer 9, and an engine in which there is no supercharger; and further assuming that the conventional pressure relief valve mentioned above is set at approximately three pounds per square inch, then when the aircraft'takes off it will maintain a steady increase in altitude. Under such conditions, as the atmospheric pressure upon the top surface of the fuel tank diminishes, the magnitude of the suction necessary to rais the fuel into .the fuel pump steadily increases. If climbing is continued to an altitude of between 23,000 and 28,000 feet, the,,vacuum type of fuel pump will have reached its maximum suction capacity and there will be no further fuel delivery. f

However, long before any such altitude can be reached, steady climb of the aircraft will have increased the approximately one-half pound per square inch suction required for ground transfer of fuel from tank to pump to a magnitude equal (though opposite in sign) to the positive fuel pressure of three pounds per square inch maintained by the conventional fuel pressure regulator. Thereafter, no further increase in the magnitude of the suction required totransfer fuel from tank to pump can occur because of continuous pressure by-passing set up at this point by the conventional fuel pressure regulator. The by-passed fuel. will pass through the pressure relief valve to its limit, after which the residue passes on to the engine. Obviously, further'increase in altitude will terminate fuel flow through starving of the fuel pump. I have personally experienced just such an engine failure during flight test of an existing fuel system of the character above referred to.

Also, in existing fuel systems which incorporate the above'limitations, there is a second operating-factor which may cause engine failure. If, through human or mechanical defect, the receiving end of a selector valve passageway fals to correctly register with the delivery end of a selector valve inlet pipe, thus introducing a restriction to fuel vflow from tank to pump, an increase will occur in the magnitude of the suction necessary to raise the fuel into the pump.

Such arestriction to fuel flow may readily as-' sume proportions causing a duplication at ground level or shortly after take-off, of the hereinabove described continuous pressure by-passing at the fuelpump'. I now propose to disclose how my types of fuel pressure regulators overcom the limitations presented in the two types of existing systems above described.

First of all, assuming the valve llll'vented to "atmosphere, as in Figure lo, I will describe my justing knob H6 must be so set that upward pressure on the mean base area of the bellows III is exactly counteracted by the combined downward pressure of suction on the valve plug H0 and compression of the spring H3. Upon accomplishment of the aforesaid setting,'let it be assumed that the aircraft takes off and maintains steady increase in altitude.

As the one-half pound per square inch suction required for ground transfer of fuel from tank to pump steadily increases with increasing altitude, the original sea level atmosphere pressure within the interior ofthe bellows Ill undergoes like pressure decrease, due to its direct communication with atmosphere.

usage of a Venturi shape for the valve seat I09, I I

am able to use a smaller orifice to. pass a given volume of fuel without unduly increasing the pressure or suction necessary to maintain ts flow. Th aforesaid usage of a venturi also tends to create-a less turbulent flow and there- The two opposing a pressures merely nullify one another (1. e., mere within the interior of the bellows III. obviously follows that for each pressure increfore decreases an accumulation of vapor resulting in vapor lock.

When the fuel supplied to the pump-isidecreased because of higher altitude or an improperly registered selector valve, the reduction in fuel pressure against the outside of the bellows III tends to move the valve plug toward closed position, thereby restricting the fuel fiow through the by-pass pipe 30 and building the pressure up in the discharge side of the pump. Accordingly, the fuel is first supplied to the injector 26 and the residue returns through the bypass pip 30, withthe construction of th valve effecting an automatic compensation for any reduction in fuel pressure so as to maintain the fuel pressure as long as there is sufilcient fuel to supply the injector. As soon as there is insufficient fuel, then the plug III! is seated, so that the injector receives any further fuel available, A

whereas in the existing types ofpressure relief valve systems the relief valve-is supplied first.

Accordingly,Jny fuel pressure regulator secures a maximum in emciency of fuel supply and maintenance of fuel pressure.

With respect to an aircraft equipped witha supercharged engine, wherein the supercharger controls the air inlet pressure of the engine fuel .To obtain the foregoing fuel pressure increase it is necessary not only that the valve 9 be ad-' justed to the position shown in Figure 1, but that the interior of the bellows Ill be in constant communication with the induction system of the supercharged engine. As the original ground atmospheric pressure surrounding the air craft lessens in magnitude with continued increase in altitude, the'induction system increases in magnitude the initial sea level atmospheric pressure Itthus ment added to the interior of the bellows, a like pressure increment must be added to the exterior of the bellows by the fuel pump if the whole is to remain in equilibrium.

Considering the modified fuel pressure resulator of Figure 3 in connection with an un-supercharged engine, the starting of the engine (if the fuel pressure of three pounds per square inch is to be maintained in the pipe 21) is had by the adjusting screw Illa set so that upward pressure on the valve plug I Ila is exactly counterbalanced by the combined downward pressure of suction on the mean base area of the bellows I l I a from the pipe Ill and compression of the spring Ilia. Obviously, compression characteristics of the spring are far less in magnitude than those of the spring 3. Upon accomplishment of the aforesaid setting, let it be assumed that the air craft takes off and maintains a stead increase in altitude.

As the one-half pound per square inch suction required for ground transfer of fuel from tank to pump steadily increases, the original sea level atmospheric pressure within the housing I081;

undergoes like pressure decrease, due to its direct communication (as in Figure 10) with atmosphere. There are two opposing pressures acting -one and one without the bellows mm,

ilarly, therefore, the modification shown in Figure 3 will tend to maintain the proper fuel pressure within the pipe 21, the fuel being first fed to the injector and the excess then passed through the by-pass pipe 30.

When the form of invention shown in Figure 3 is considered in connection with a supercharged engine, the valve 9 would be installed as in Figure 1 so that the interior of the housing lll8a is in constant communication with the induction system of the supercharged engine. Then, as

the original ground atmospheric pressure surrounding the aircraft lessens in magnitude with continued increase in altitude, the induction systemincreases in magnitudethe initial sea level course operates in the same manner as described in connection with Figure 2.

From the foregoing description, it is obvious that my fuel pressure regulator is so designed that fuel pressure in the pipe 21 tends to act on the bellows II I and open the valve H0, or on the valves II'lla and Illlb and open them. On the other hand, suction operative within the by-pass pipe 30 tends to act on the valves to close them, or within the interiors of the bellows Illa and III!) to close the valves Illla and "0b.. The supercharger connection to the pressure regulator compensates the regulator for change in altitude, whereas any'restriction of fuel supply is first reflected in a reduction of fuel through the by-pass and not to the engine, while the fuel pressure to the engine is substantially constantly maintained as longas there is fuel supplied from the pump in excess of the requirements of the fuel injector as determined by the pressure regulator,

Some changes may be made in the construction and arrangement of the parts of my device without departing fromthe real spirit and purpose of my invention, and it is my intention therefore to cover by my appended claims any modified forms of structure or use of mechanical equivalents which may be reasonably included within their scope without sacrificing any of the advantages pressure means connected on one side to the air supply from the engine supercharger and on the other side continuously with the fuel pump outlet.

2. A fuel pressure regulator for use in a system for dispensing fuel to an engine having a supercharger, said system including a fuel pump, predeterminately varying fuel pressure control means, pressure regulated, with input connected to fuel pump outlet, with outlet connected to fuel pumpinlet and with pressure means connected on one side with the fuel pump outlet and on the other side to the supercharger, said last means having a predeterminately varying fuel pressure compensating portion in communication with said engine supercharger.

3. A fuel pressure regulator for use in a fuel dispensing system for dispensing fuel to the fuel injector of an engine, said system including a fuel pump with output connected to said fuel in jector, said regulator comprising predeterminately varying fuel pressure control means having responsive means regulated from the fuel pump output, with output from said fuel pressure control means connected on one side with the fuel pump outlet and on the other side to the fuel pump input and with pressure responsive means communicating with atmosphere.

4. A fuel pressure regulator for use in a fuel system having a plurality of fuel sources, anengine having a fuel injector, a pump for pumping fuel from said sources to said engine, and a selector valve between said' fuel sources and said fuel pump; said fuel pressure regulator having its input connected with the output of said fuel pump,having its output connected to the intake of said fuel pump and having a pressure chamber exteriorly and'continuously. subjected to the input pressure, a valve seat at the output of said pressure regulator, a valve plug seated thereagainst, spring means tending to effect such seatsaid pressure chamber tending to unseat said valve plug by reduction of pressure interiorly thereof.

5. A fuel pressure regulator for use in a fuel system having a plurality of fuel sources, anengine having a fuel injector and a supercharger, a pump for pumping fuel from said sources to said engine, and a selector valve between said fuel sources and said fuel pump; said fuel pressure regulator having its inputconnected with the output of said fuel pump, having its output connected to the intake of said fuel pump and having a pressure chamber connected with said supercharger, a valve seat between said input and said output of said pressure regulator and located at said output, a valve plug seated thereagainst for closing tendency under action of the fuel flowing into said output, spring means tending to effect such seating, said pressure chamber tending to-unseat said valve plug by reduction of pressure in said pressure chamber.

6. A fuel pressure regulator for use in a fuel' system having a fuel pump for supplying fuel to a supercharged engine, said regulator pro.- viding means for providing substantially constant valve plug-being located forclosing tendency refluid chamber having an intake and an outlet,

said intake being connected with the outlet of said pump and said outlet being connected with the inlet of said pump, a valve plug between said inlet of said fuel pressure regulator and said outlet thereof and closing toward the outlet, said sulting from fuel flo'w from said inlet to said outlet, spring means tending to seat said valve plug, a bellows connected with said valve plug and providing a pressure space in said fluid chamber separated from the space therein between said inlet and said outlet, said pressure space tending upon volumetric decrease to open said valve and being connected with said supercharger.

7. A fuel pressure regulator for a fuel system having a' fuel pump for supplying fuel to an engine, and comprisin means for providing substantially constant output pressure therefrom,

said means having an intake and an outlet, said intake being connected with thevoutlet of said pump and said outlet being connected with the inlet of said pump, a valve plug between said inlet of said fuel pressure regulatorand said outlet thereof, spring means tending to seat said valve plug, a bellows connected with said valve plug and providing a pressure chamber in said pressure regulator separated from the space therein between said inlet and said outlet, such space between said inlet and said outletbeing continuously subjected to the pressure introduced to said inlet, said pressure chamber tending upon collapse to open said valve and being connected with atmosphere.

8. In a fuel pressure regulator of the character disclosed, a housing, a bellows therein dividing said housing into a pressure chamber and a fuel chamber, said fuel chamber being connected with the outlet and with the inlet of a pump whereby said regulator may by-pass fuel from said outlet to said inlet, a valve seat in said housing between said outlet and said inlet, a valvepliig for said valve seat and closing towardsaid pump outlet, a

spring operative on said bellows and valve plug and tending to seat the valve plug relative to its seat, and means for connecting said pressure" chamber with a supercharger in opposition to continuous subjection of said pressure chamber to regulator inlet pressure.

9. In a fuel pressure regulator of the characterdisclosed, a housing, a bellows therein dividing said housing into a pressure chamber and a fuel chamber, said fuel chamber being connected to the outlet and to the inlet of a fuel pump for permitting fuel pressure from said outlet to act upon said bellows within said fuel chamber and to return to said inlet, a valve seat in said housing between said outlet and said inlet, said valve plug regulating fuel flow from said outlet toward said inlet, a spring operative to seat the valve plug relative to its seat, and pressure means acting upon said bellows within said pressure chamber.

DAVID SAMIRAN. 

